Railway signaling system



C. J. COLEMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED SEPT.22. I908- RENEWED IAN. 12,1916.

Patented A11 15, 1916. I

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IUNITED @TA PATENT CIll liCld,

CLYDE J'. COLEMAN, OF NEW YCRK, N. Y.

HALL SWITCH & SIGNAL CUMPANY, OF NEW YORK, N. '35.,

MAINE.

,- ASSIGNOR, BY MESNE ASSIGNMENTS, TO

A. CORPORATION OF RAILWAY SIGNALING SYSTEM.

1 Mid, 716

Specification of Letters Eatent. Patgntgfl Aimg 1,5 191:3

Application filed'september 22, 1908, Serial No. 454,214. Renewed January 12, 1916. Serial No. 71,807.

To all whom it may concern:

Be it known that I, CLYDE J Conn IAN, a citizen of theUnited States, residing in New York, county and State of New York, have invented a certain new and useful Improvement in Railway Signaling Systems, of which the following is a specification.

My invention relates to an electric signaling system for railroads and involves a novel signaling system especially adaptable for use with railroads employing electric traction but also including various specific novel features conducing to the more efficient and satisfactory operation of such systems in general.

This invention is intended as an improvement on the signaling system shown, described and claimed in an application filed by me on July 12, 1907, for railway signaling systems and apparatus, Serial Number 383,366.

In general it is the object of my invention to provide a simple, effective and economical arrangement for the purpose described, one which will not easily get out of order and which will operate effectively on long blocks, and one which ofiers a minimum resistance to the traction current when such current is carried by the track rails.

I have shown my invention and have especially designed the same in connection with a system in which movable arms or semaphores are automatically operated as signals. However, by the terms signal and signaling system I do not desire to be limited to this particular type of system but I include systems in which any device is automatically operated to give warning to an operator or otherwise control the operation of the cars or train.

In carrying out my invention I preferably provide bonds of negligible impedance connecting the track rails at each end of a block, and I also provide a similar bond intermediate the ends of the'block and substantially near the center thereof. I supply the signal controlling current to the rails at the ends of the block by means of coils in inductive relation with the track rails adj acent the end bonds. Theelectroqesponsive devices which control the operation of the signal receive their current from coils in inductive relation with. the track rails adjacent the central bond. The placing of coils in inductive relation to the track rails and havshowing the position of various parts when a train is on the track.

In the drawing 1, 1 represent track rails, apportioned into blocks A, B and C. At the ends of the various blocks I connect the track rails with bonds 2 of negligible impedance and resistance and intermediate the ends of the blocks and substantially near the center thereofI connect the rails with a similar bond 3.

' 1 represents an alternating current dynamo supplying the conductors 5, 5, from which current is taken, as by transformers 6, 6, 6, to supply the coils 7,8, 11 and 12. The coil 7 is located in the block A in inductive relation with the track rails adjacent the bond 2. Coils 8 and 11 are located in block B in inductive relation with the track rails and adjacent the bonds Coil 12 is similarly located in block C. Coils 9 and 10 are located in block 13 in inductive relation with the track rails adjacent and on either side of the bond 3.

. 13 represents semaphore signal guarding the block C and 14ea semaphore signal guarding the block B. The semaphore signal 14: is shown as controlled by a solenoid 15 located in a local circuit 16 which derives its energy from a battery or other source 17. The signals guarding the other blocks may be provided with similar controlling arrangements and a description of one will suffice for all. i

In the local circuit 16 I provide a switch 18 adapted to close and open said circuit by contacting with a spring member 19. The switch member 18 is fixedly secured to an overbalanced lever 20, one arm 23 of which is made heavier than the other by means of a weight 21. Springs 22 tend to aid in causing the lever 20, to maintain its neutral or normal position when the switch 18 is closed. At the ends of each of the arms 23 and 2-1 I provide cores 25 and 26 which are arranged to be attracted by the solenoids 27 and 28. These solenoids are connected to receive current from the coils 9 and 10 re spectively and are so arranged as to strength and position that when the normal current is supplied the solenoids by the coils 9 and 10 the lever 20 will be balanced and the switch 18 will be maintained closed by aid of the springs 22.

29 represents a dynamo arranged to supply a traction current to the rails 1, 1, and to a trolley wire or third rail. In the pres ent instance the trolley wire or third rail is shown as one of the conductors of the feeding circuit 5, 5. The traction current flows equally and in the same direction through both rails and, therefore, does not affect the coils in inductive relation thereto.

The operation will be described with respect to the block B. Alternating currents are supplied to the coils 8 and 11 by the transformers 6. These currents induce currents in the adjacent track rails which flow in opposite directions toward each other from the bonds 2 toward the bond 3 and flow in the same direction through the bond 3. These currents in the track rails induce currents in the coils 9 and 10 which e11- ergize the solenoids 27 and 28 causing the lever, 20, to assume its normal position and the switch 18 to close the circuit 16 thus putting the signal 14 to safety as shown in Fig. 1. lVhen a train or car is in the block as at-30, Fig. 2, the track rails are short circuited through the wheels and axle thereof, thus diverting the current from the rails adjacent the coillO and causing the coil to become deenergized. This deenergizes the solenoid 28 causing the lever 20 to be overbalanced thereby opening the circuit 16 and causing the signal, 14, to be set to Danger, (see Fig. 2). If the train should be on the left hand side of the bond 3 the solenoid27 would be deenergized, thus causing the lever totip in the opposite direction, but, at the same time opening the circuit 16 and setting the signal, 14, to Danger as before. If the train should be located over the bond 3 so that both coils 9 and 10 and both solenoids or coils 27 and 28 would be deenergized the weight 21 will cause the lever 20 to become overbalanced thus opening the switch and causing the signal 14 to go to Danger as before.

It is evident from the above that since the supply coils 7, 8, 11 and 12 are at the ends of the blocks and the responsive coils 9 and 10 are substantially in the middle of the block, and also, since these coils are arranged in inductive relation to the track rails, that an extremely simple and effective system results. It is one which is not likely to get out of order and only requires a small primary signal controlling current at a small voltage. The electro-responsive switch 18 and solenoids 27 and 2S and appurtenant mechanism form an extremely efficient and simple means for governing or controlling the operation of the signal 1% and its local operating circuit 16.

Although I have described only one embodiment of my invention and have described that with great particularity and detail, I do not desire to be limited to such arrangement and details, but 7 hat I claim as new and desire to secure by Letters Patent, is:

1. In a railway block signaling system, track rails, coils in inductive relation with the rails for supplying a signal controlling current thereto, coils in inductive relation to the rails, intermediate theabove mentioned coils, a signal, and means responsive to current changes in said second mentioned coils for controlling the operation of said signal.

2. In a railway block signaling system, track rails, means for supplying signal controlling currents to the track rails of the block substantially at the ends of the block and in opposite directions in each rail of the block, means intermediate said ends of the block for confining the currents from each end to respective portions of the block between said confining means and said ends, a signal, and means responsive to changes in said currents for controlling the operation of said signal.

3. In a railway block signaling system, track rails, bonds connecting said rails at the ends of a block, a bond connecting the rails intermediate theends of the block, a coil in inductive relation to said rails for supplying a signal controlling current thereto, means for supplying current to said coil, a signal and a coil responsive to current in said track rails for controlling the operation of said signal. 7

4. In a railway block signaling system,

track rails, bonds connecting said rails at.

the ends of a block, a bond connecting the rails intermediate the ends of the block, a

coil in inductive relation to said rails for supplying a signal controlling current thereto, a second coil in inductive relation to said rails, a signal, and a device responsive to current changes in said second mentioned coil for controlling the operation of said s1gnal.-

5. In a railway block signaling system, track rails, a coil at the end of the block in inductive relation with said rails, a source of signal controlling current supplying said coil, a coil intermediate the ends of the lock in inductive relation with said rails, a signal, and signal controlling devices responsive to current changes in said last mentioned coil.

(3. In a railway block signal system, track rails, a coil for supplying current to the track rails at the end of the block, a source of electro-motive force supplying said coil, a coil intermediate the ends of the block and responsive to current changes in the track rails, a signal and devices responsive to current changes in said last-mentioned coil for controlling the operation of said signal.

7. In a railway block signaling system, track rails, a coil at the end of the block in inductive relation with said rails, a source of current supplying said coil, a coil responsive to current changes in the track rails intermediate the ends of the block, a signal, and electro-responsive means for controlling the operation of said signal responsive to current changes in said last mentioned coil.

8. In a railway block signaling system, track rails, a coil at substantially each end of a block and in inductive relation with the track rails for supplying a signal controlling current thereto, coils responsive to current changes in the track rails intermediate the ends of the block, a signal, and devices controlling the operation of said signal responsive to current changes in said last mentioned coils.

9. In a railway block signaling system, track rails, coils for supplying a signal controlling current thereto at substantially each end of a block, coils responsive to current changes in the rails intermediate the ends of the block, a signal, and electro-responsive means for controlling the operation of said signal responsive to current changes in said last mentioned coils.

10. In a railway block signaling system, track rails, a coil at substantially each end of a block and in inductive relation with the track rails for supplying a signal controlling current thereto, coils in inductive relation with the track rails and responsive to current changes therein intermediate the ends of the block, a signal and means controlling the operation of said signal responsive to current changes in said last mentioned coils.

11. In a railway block signaling system, track rails, bonds at the ends of a block, a coil at substantially each end of the block adjacent said bonds for supplying current to the rails, coils responsive to current changes in said rails intermediate the ends of the block, a signal, and means for controlling the operation of said signal responsive to current changes in said last mentioned coils.

12. In a railway block signaling system, track rails, bonds at substantially each end of a block, a bond intermediate the ends of the block, a coil adjacent each bond at the end of the block and in inductive relation with the track rails, means for supplying current to said coils, a second set of coils in :track rails, bonds at substantially each end of a block, a bond intermediate the ends of the block, a coil adjacent each bond at the end ofthe block, means for supplying a signal controlling current to said coils, a second set of coils adjacent the bond which is intermediate the ends of the block, a signal and means controlling said signal responsive to changes in the electrical condition of said second set of coils.

14. In a railway block signaling system, track rails, bonds at substantially each end of a block, a bond intermediate the ends of the block, means for supplying a current to the track rails substantially at the ends of the block, coils responsive to current changes in the rails intermediate the ends 01": the block, a signal, and means controlling the operation of the signal responsive to electrical changes in said coils.

15. In a railway block signaling system, continuously conductive track rails, bonds of negligible impedance at the ends of a block, a bond of negligible impedance intermediate the ends of the block, coils in inductive relation with the track rails adjacent the bonds at the ends of the block, means for supplying a signal controlling current to said coils, a second set of coils in inductive relation with the track rails adj acent the bond intermediate the ends of the block, a signal, and electro-responsive devices for governing the action of said signal responsive to current changes in said second set of coils.

16. In a railway block signaling system, a signal, track rails, means substantially at each end of the block for supplying signal controlling currents to the track rails of the block in opposite directions in each rail of the block, means connecting the rails of the block intermediate said current-supplying means for confining the current from each source to the respective portions of the block between said rail-connecting means and the ends of the block, coils operatively related to the track rails adjacent said railconnecting means, one coil on each side of said means, and meansincluding coils operatively energized responsive to current changes in said last coils for controlling the signal.

17. In a railway block signaling system, track rails, means substantially at each end of the block for supplying signal controlling currents to the track rails of the block in opposite directions in each rail of the block, means connecting the rails of the opened when each of the coils operatively related to the track rails is deenergizedor when but one is energized, and said circuit 15 closed only when both coils are energized.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CLYDE J. COLEMAN.

WVitnesses:

E. B. HOBART, H. J Manor-Inn.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. G. 

